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I 2 Sheets-Sheet J. V. RENGHARD.

Patented Feb. 27, 1883".

(No Model.) l 2 Sheets-Sheet 2.

J. V.. RENGHARD.

LUBRIGATOR.

No. 273,158.- Y Patented Peb.27,1883.

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u UNITED STATES,

PATENT FFTCE.

J. vINCENT- RENCHARD, OF WINDSOR, ONTARIO, CANADA.

LUBRICATOR.

SPECIFICATION forming part of Letters .Patent No. 273,158, dated February 27', 1883.

Application filed September 30, 1882. (No model.)

To all whom it may concern Be it known that I, J. VINCENT RENCHARD, acitizen of the United States, residing at Windsor, Province ofOntario, Canada-,have invented an Improved Lubricator, of which the following is a specication.

This lubricator is designed to lubricate the valves and other internal mechanism of the steam or other engine or motors by employing a com pression mechanism intervening between .an admission-passage subjected to the pressure from the boiler or generator and an oil-disch arge passage subjected to the variable pressure or vacuum from the steam-chest of an engine or other place oi' attachment.

The mechanism consists principally of two movable pistons which are caused to. travel between the admission and discharge oriiices by motion transmitted from any of the'moving members of the engine, so that they shall, with a reciprocating movement, alternately communicate with the said passages by opening and closing them to prevent directcommunication between the boiler and the engine pressures or vacuum, and to open and separate at the admission-oriiice, so as to receive between their faces or ends a prescribed quantity of lubricant, according to the extent of travel impart-. ed to them by the transmitting member of the engine, then return simultaneously, holding the pocketed lubricant intact and conveying the same until brought into communication with the discharge-orifice, and then have their faces brought into contact by means of stops and a tension-mechanism, so as to compress the lubricant, causingit to enter the discharge- Y passage, through which it passes to the parts to be lubricated. The quantity of lubricant entering between the faces or ends of said reciprocating pistons is to be forced therein by the steam and hydrostatic pressure from the boiler upon or under the lubricant, and conveyed between t-he ends or faces of said pistons to a discharge-orifice, thus temporarily closing the admission-orifice, theadischargeorifice being similarly closed while the ends ot' said pistons are in communication with the admission-orifice.

Figure 1 is an end elevation of a locomotivecylinder with my lubricatoi` attached and properly connected. Fig. 2 is a side elevation of a cylinder With-the lubricator attached. Fig. 3 is a vertical central section of the lubricator shown in Figs. 1 and 2. Fig. 4 is a vertical central section of the lubricator in a plane at right angles to the one in Fig. 3. Fig. 5 is a horizontal section o f the same on line W Win Fig. 4. Fig. 6 is also a horizontal section through the line X X, Figs. 3 and 4. Figs. 7, 8, 9, 10, and 11 are details from the drawings.

In the drawings, A is the oil-magazine; a', its fixed cover; a2, the oil-filling plug; B, the steam-chest ot' a locomotive; b', the valvestein; C, a portion of the locomotive-boiler; D, a two-way valve screwed into bottom ot' boiler.

E is a tube communicating between the boiler and the oil-magazine; ci", a passage for admitting water from boiler to oil-magazine; e3, a valve for controlling said passage; e5, a valve for discharging or emptying substances from the oil-magazine,- wit-h conducting-tube e8 as the terminus or discharge-orifice; F,a steel arbor, a portion of which (indicated by dotted lines in Fig. 3) is squared. Said portion is also shown in Fig. 4 in cross-section. lts inner end is turned to the diameter of the sides of said square, so asto form ajournal, which rests in the inwardly-projecting bearing f. Through the opposite side of the oil-magazine, which also projects inwardly, is screwed a sleeve, f2, which, with packing and nut f5, forms the other bearing for arbor F.

f3 is a fixed collet secured to arbor'by a pin, f4, to prevent end motion.

f is an oscillating crank-arm secured to arbor F.

f8 is an adjustable journal-head held in adj ustment by set-screw fg.

flo is a connecting-rod uniting the valve-rod b" of locomotive with-the oscillating crankfil is a bracket fixed to valve-rod b to communicate motion from the valve-rod to the connecting-rod f1.

Gr is a brass sleeve (shown in Fig. 9 detached) having a square hole through its en- Lire length, and fitted to slip over the arbor F, as shown in Figs. 3 and 4. `The outside of said sleeve contains two utes, which are intended to prevent the tension-rings g2, g4, and g from turning, said tension-rings being pro- IOO e matas vvided with centrally-projecting ears to corl ator through the pipe E and two-way valve D.

respond with the flutes in the sleeve G. Said sleeve is also provided with a screw-thread to receive the lock-nutsg7 and g8, used to produce and hold the tension, as explained hereinafter.

g and g3 are cams or clutches located between the head of sleeve G and eared rings g2 and g4.

g5 is a spiral spring located on the sleeve G, between eared rings g4 and gG.

It will be seen that a tension is formed against the cams or clutches g and g3 by means of the eared rings g2, g4, and gG, the spring g5, andthe lock-nuts l(/7 and 98. This tension mechanism is accessible, for the purpose of adjusting it, by removing the cover d.

H is a stationary ring, cast in and forming a part of the oil-magazine A by means of a bridge extending from the ring proper to the opposite walls of the oil magazine, plainly shown in Figs. 4 and 6. The ring is split, as shown, and provided with a compressionscrew, h. It is also provided with an oil-passage, LZ, at the top and an oil-discharge passage, ha, at its bottom, to whichV is connected a conducting-tube, h", and to close communication between the steam-chest and oil-magazine it is provided with a diaphragm, packing, and packing-nut, h5 and h6.

J is a grooved ring with nearly half of the central periphery cut away. (See Figs. 1l and 4.) The grooved opening is intended to admit the projecting arms of the cams g and'ga. (See Fig. 4.)

j and jg, Fig. 10, are two segmental pistonrings, which, when laid in a circle, as shown in Fig. 10, do not form a complete ring, having a segmentremoved. Near theendsot'theporton left open are two lateral slots (see Fig. 4) to admit of engagement with the projecting arms of cams g and g3. Said rings are turned to Iit the groove in ring J precisely as the rings in an engine-piston are fitted. The rings being inserted in the groove ofring J, the combination is then inserted into the exterior or split ring, H, which latter is then compressed by the screw h', making a tight joint'on the periphery of ring J, while the segmental piston-rings j and jg are sufiiciently loose to admit of their movability by theprojecting and engagingarms of the cams g and g3, which latter are held temporarily fixed upon the sleeve G by the tension produced by eared rings g2, g, and g, spiral spring g5, and locknuts g7 and g8. lt will be obvious that by the reciprocating motion of the engines valve rods an oscillating motion isimpartedtothearborF,andaccordinglytothe sleeve Gand all the tension mechanism mounted thereon. Accordingly the oilpocket between the faces or ends K of the piston-rin gs j and j2 is brought alternately in communication with inlet and disch arge passages h2 and h3.

As connected to the locomotive-en gine, the

lubricator is mainly attached or screwed into the steam-chest cover. (See Figs. 1 and 2.) lt

also communicates with the boiler or gener- The pressure or vacuum from the steam-chests is against and into the discharge tube and passage h4 and h3, while the pressure from the boiler is against and into the passage h2, and accordingly into oilmagazine. The pistonrings 7" and j? only intervene between the boiler and steam-chest pressures.

The operation of the lubricator is as follows: The valves e3 and e5 are opened and the magazine cleaned by being blown through when said valvesareclosed. Filler-plugaZisremoved and the magazine A lled with lubricant. Fillerplug a2 is then replaced, the valvel3 is opened,

`admit-ting pressure from the boilerY through pipe E. The lubricator is now ready for use, and when the locomotive is brought into service it begins to operate in the following manner: Assuming the faces ot the piston rings (marked K, Fig. 4) to be coincident to the discharge-orifice h3, the valve-rod ofthe locomotive transmitting an oscillating movement to the arbor F, the division between the faces K will remain closed, and the piston-rings j and jz will oscillate until the faces K become coincident with the inlet-passage h2, precisely as illustrated in Fig. 4. The lower ring, j', ceases to travel because the arm of cani g will have been brought into contact with the remaining bridge N of the grooved ring J at a point markedLin Fig. 4, while the upper ring, 7'2,will continue to move according to the continued travel of the engine valve-rod, and thus separate from the lower ring, creating between the two piston-faces apocket or space,

IOO

into which will rush thelubricant from the oil- IOS IIO

of the flange of grooved ring, Fig. l1, its furl ther movement is arrested, while the continued motion of the upper ring, jz, brings the same into contact with theA lower ring, j', thus eX- pelling by compression thelubricant contained between the rings into the oil-discharge passage L3, through which it finds its way to the parts to be lubricated.

It will be seen, assuming the rings in the position illustrated in Fig. 4, that the division K between the faces cannot travel any farther downward than to be opposite or coincident to the discharge-passage h3, because the lower ring at its upper end will have been stopped by the pin M. If, however, the arbor Fcontinues to oscillate by the continued travel of en gine valve-rod, the valve of the tension mechanism is again brought into use, as the arbor, sleeve, eared rings, spring, and nuts will continue their oscillation, rubbing the faces ofthe cams while they remain stopped. In fact, the arbor and its mountin gs may be revolved withamiss i s out resistance other than that created by the tension, as described, which can be adjusted to any required pressure. The movement of the piston-rings in the direction in which they come in communication with the dischargepassage h3 is limited as to extremity 'of travel by pin M and subsequent contact of their faces K, while in the opposite direction the travel of the lower ring is limited by the bridge N at the point L, near upper ring, whileqthe upper ring continues its movement, creating thereby a pocket or receptacle in extent proportioned to the travel of the engine valve-rod, but ultimately limited by coming in contact with vthe end ofthe lower ring.

The automechanically-regnlated oil-pocket between the faces K of the piston-rings is governed by the extent of travel of the engine valve-rod and meets the exigencies of the engine, for when the locomotive is running at high speedas wit-ha light train-the driver raises the reversing-lever, and thus causes the valves to c ut the steam oft' early in the stroke ofthe pisto. This shortens the travel ofthe valve-rod of engine, and likewise limits the opening'of the pocket or receptacle between the piston-rings, reducing the supply of lubricant. When the locomotive is laboring heavily or ascending a grade the driver naturally drops the reverse-lever, thus giving increased length of travel tothe valve-rod, and accordingly the oil receptacle or pocket receives a greater opening. Consequently more lubricant is supplied to the engine. In the two latter conditions there is a variable pressure of steam within the engines, which, however, is more than balanced by the combined boiler and hydrostatic pressure within the oil` magazine. In case, however, the engine approaches a station oris ruiming down a grade, the demand for lubricant is greatest, when the driver may drop his lever, giving the rods their fullest throw, and hence supply the engine with ample lubricant.

Should there be a slight tendency to leakage through the groove or channel of the pistonringsj andjz, the tendency given the dfscharging oil by the pressure'within the oilmagazine and the absence of pressure, or the existence of a vacuum from the steam-chest of engine, will possibly and favorably augment the ow of lubricant, which is then most required.

The opening or separation of the pistonringsj andy'2 to snit the requirements of the engine regarding its proper supply of lubricant can be easily regulated by adjusting thejournal-head f8. When the latter is adjusted to give the required amount of lubricant under a high speed and regular work the supply for all extreme conditions of the locomotives service willA be further and correctly regulated automechanically, as before explained.

On stationary and marine engines this lubricator may be differently employed. For instance, in place of being attached to the steamchestit may be attached to the steam-main, not only by its connecting end, but also by the pipe E, which may then be arranged to supply hydrostatic pressure by the steam, which will condense therein, and thus form the needed water, whiclris also used to take the place of the lubricant as it is expelled from the oilmagazine. If there is sufcient hydrostatic pressure to overcome the counteracting pressure into which the lubricant is compressed, the lubricator will be successfully operative.

On a locomotive-engine the pressure -in the steam-chests may be considered as nearly dynamic in its action during violent laboring of the engine. Hence to overcome any possible resistance to a certain discharge of the oil I prefer to place the lubricator in such relative position to the boiler as to get the hydrostatic pressure from the same, added tov the steam-pressure, to insuresutficientinitial pressure upon the lubricant. The perhaps otherwise turbulent lubricant within the magazine is thereby tranquilized,and any susceptibility to follow the fluctuations within the engine through a possible leakage of the reciprocating mechanism averted.

rlhe oil-magazine may be provided, as shown in the drawings, Fig. 3, with an indicator-tube, O, to illustrate the levels of the oil and water therein, and which may be attached to the oilmagazine in any of the ways known to the art.

On stationary and marine engines, to illustrate the rate of the feed of lubricant, an indicator may be located between the dischargetube h4 and the point of entry to the steammain, and the discharginglubricant caused to superior force through apertures provided by, 4

stops or valves actuated by hand or automatically, as check-Valves, the water under hydrostatic pressure entering the oil-magazine by au aperture, which, being opened and closed by the operator, accordingly regulates the outflowing lubricant. This class of lubricators are ill adapted to locomotive-engines, Afor the reason that tbeoil in the magazine is in direct communication with the variable pressure and vacu um from the steam-chests, and the lubricant being thus constantly agitated by the invading steam from the engine, its discharge cannot be regulated. lt also becomes disintegrated, its lighter elements saponify, and by their expansion enter the engine in force, while the heavier elements, having limited expansive qualities, require to be suppliedin larger quantity than a normal lubricant to give sufcientlubrication.

In my device, however, I supply the hydrostatic and steam pressure from the boiler upon the lubricant in the oil-magazine for the following reasons: First, the said pressure upon the oil practically excludes any steam or vapor from the engine into the oil through the movable mechanism by which the oil-pocket is formed second. it prevents Wear in the movable mech anism which constitutes the contractible oil-pocket by its tendency to surround the movable and contractible oil-pocket mechanism with a tlm ot' lubricant under a pressure in excess of that in the steam-chests of engine, and thus effectively balances said mechanism; third', it prevents the formation of oxides or incrustation of stea11i-disintegrated oil around the movable oilpocket mechanism, which would be forced through any leakage in said mechanism by the steam-pressure from the engine, were it not that the hydrostatic and steam pressure exerted by its superior force a tendency for all substances to pass engineward, and thus add new oil to the wearing parts by expelling the old; fourth, the intervening reciprocating cut-oft' mechanism precludes any direct communication'between the varying pressures upon the admission and discharge passages, the hydrostatic and the steam pressureis used to till the pocket, automechanically formed bet-weon the ends of the pistonrings j and jl, with lubricant, which remains imbued with that pressure until it is brought in communication with the discharge-oritice, into which it enters against the lesser opposing pressure by its own reserved force, as well as by the compression from contact of theface ends ofthe segmental piston-rings, which are closed automecljanically, and which by their complete contact also prevent the invasion of any vapors or substances from the engine.

I am also familiar with that class of lubricators in which a piston moving in a cylinder is employed for expelling the lubricant, as that of William A. Clark, No. 201,332, March 19, 1878. In his device both ends ofthe cylinder are subjected to the pressure from the engine, thus holding the piston in equilibrium. i One end of' the cylinder contains the lubricant, the other steam or water. The piston is provided with an operating mechanism, and during its transit through the cylinder expels the contained lubricant. The latter is, however, continually subjected to the various pressures from the engine and its consistency accordingly varied, while in my device the lubricant remains tranquil or normal, and therefore free from heated vapors and disintegratingintiuences, and while the quantity otllubricant expelled by his device is dependent as well upon its condition as upon the movement of the piston, the quant-ity expelled by my device is automechanically measured and positively discharged Without being subjected to the disturbing influences of iiuctuating pressures from the engine.

Another class of lubiicators which in their construction employ the well-known pump the lubricant which may have been taken into the pump barrel7 or cylinder, because a certain area is occupied to form seats for the valves, and thus when the plunger is withdrawn the remaining lubricant will expand (as it will have become elastic by heat or invading vapors from the discharge-passage) and lill the newly-made space, and thus prevent the admission of fresh lubricant, hence the incumbentlubricant is cliurned or agitated, rather than positively discharged into the engine, and if the pump is made large enough to insure the pumping and discharging ot' lubricant it will necessitate the use of reductiongear in the way of ratchet mechanism to feed the lubricant in required quantity, and such mechanism involves complication and is therefore objectionable.

Iam also aware that a contractible oil-pocket has been devised; butsuch contraction is entirely diii'erent from that which is described in my device. Thepurposewasnottoregulatethedischarge ot' lubricant to conform to everychange or condition in the working of the engine, but rather to be able to reduce mechanically the size of a measuring-cup,7 so that the average consumption of lubricant might be varied and not the immediate requirements of the engine be met. Also,thecontractibleoil-chambershown in the patent to A. S. Harrison, March 2,1880, No. 225,124, and the one in the modilication of the Absterdam patent ot' 1854, November 21, No. 11,958, are for an entirely different purpose from that described in my invention. In neither of the latter can the contraction of the pocket prevent the invasion of steam or vapor into the oil-chamber from the discharge-orifice. In my device this is so by means of an oilpoeket, the walls ot' which are brought into Contact with every revolution ot' the engine, and also by the tendency of the boiler-pressure through any leakage in the mechanism which forms the pocket no steam or vapor from the engine can back into the oil in the magazine and disintegrate or affect it in any way.

In my device shown inthe drawings I employ a reciprocating mechanism composed principally of two segmental pistourings, which may be very small in cross-section, which traverse simultaneously While in contact until their point of contact corresponds with the admission-passage, when by a tension mechanism one ofthe rings continues itsmovement, while the other remains stationary from contact with a stop for that purpose provided, thus making a gap or receptacle between their ends into which the oil, imbued by hydrostatic and steam pressure, is forced. The rings thus IOO IIO

iilled by invading vapors or other substances.

I do not intend to limit or confine myselfto the use of the segmental piston-rings alonefor forming an oil-pocket operating as above described, as Iam aware that a number of different devices may be constructed to perform the same function. The spirit of my invention princi-I pally-consists in forming an oil-pocket which shall be automechanically moved from the receiving-inlet to the discharge-orifice, and to convey avdesired quantity of oil and expel it forcibly therefrom without allowing the eX- isting pressure upon the inlet and outlet orii -to forego the use of hydrostatic pressure,without which my device is, however, still satisfactorily operative.

Having thusfullydescribed my invention, what I claim as new, and desire to secure by Letters Patent, is-

l. In lubricators, the method of injecting lubricants, consisting` in a movable and contractible oil-pocket which becomes filled with lubricant when communicating with the inletorifice, and by its transit closes said orifice and conveys the pocketed lubricant to a discharge-orifices into which it is expelled by the closing or contraction of the pocket, substantially as and for the purpose specified.

2. In lubricators, and for the purpose of preventing steam or vapors from the engine from enteringand mingling with thelubricant in the oilmagazine, the contractible oil-pocket which closes when discharging its pocketed lubricant, substantially as specified.

3. In a lubricator, and as a means for forming an oil-pocket, two segmental piston-rings inclosed in a grooved channel and leaving between their ends a coutractible oil-pocket, substantially as described.

. 4. In a lubricator, and as a means for` controlling the oil-pocket formed between two segmental piston-rings, the cams g' and g3, en gaging with said piston-rings and imparting to them by proper devices a reciprocating motion, substantially as described.

5. In a lubricator, and as a means for expelling the lubricant from the oil-pocket, the

`piston-ringsj and j2, cams g and g3, and stoppin M, in combination with the tension device,

substantially as and for the purpose described.

6. In a lubricator, and as a means forregulating the size of the oil-pocket, the pistonrings j and jz, cams g' and g3, the tension device, grooved ring J, arbor F, adjustable crankarm f6, and connecting-rod fw, connecting with valve-rod b', substantially as described..

7 In lnbricators, and to enable the reciprocating or oscillating oilpocket-mechanism to be freely moved in its transit-space, and yet exclude any vapor or steam from the engine from entering the oil in the magazine through any leakage around said mechanism, the pipe E, communicating between the boiler and the oil-magazine, whereby the steam and hydrostatic pressure from the boiler may be exerted against the lubricant in the oil-magazine, substantially as specified.

8. In lubricators, and to provide for the continued lubrication of the reciprocating or oscillating oil-pocket mechanism with new or fresh oil, to the exclusion of the old, the pipe E, communicating between the boiler and oilmagazine, whereby the steam and hydrostatic pressure may exert a superior force against the oil in the magazine, causing it to seek an outlet through and around any leakage in the reeiprocatin g mechanism toward the engine, substantially as specified.

9. In a lubricator, and in combination therewith, the tension device herein described, consisting of sleeve G, eared rings g2, g4, and gG, spring g5, and lock-nuts g7 and g8, substantially as described.

10. In a lubricator, the automechanical device herein described for imparting a reciprocating motion to the piston-rings j and f2, consisting of the arbor F, uted sleeve G, tted on the square portion thereof, earns g and g3, eared rings g2, g4, and gs, spring g5, and locknuts g7 and g8, in combination with devices for imparting to the arbor F an oscillating movement from any ot' the moving members ot' the engine, substantially as described.

11. In a lubricator, the inlet h2 and dischargeoritice h3, communicating with each other by a channel filled with the reciprocating piston-ringsj and jz, or their equivalents,

so as to cutoff direct communication between thejsame, substantially as described.

12. In a lubricator, the parts for automechanically operating the feeding device, the same consisting of the oscillating arbor F, fluted sleeve G, cams j and jz, grooved ring J, provided with a stop-pin, lVI, and bridge N,

IOSV

IIO

IIS

the tension device, split ring H, and inlet and discharge orifices h2 and h3, all combined and operated substantially as described.

J. VINCENT BENCH-ARD.

Witnesses E. E. RENGHARD, A. M. GRAHAM. 

